Car-coupling



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t GAR COUPLING.

No. 397,675. Patented Feb. 12, 1889.

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GAR COUPLING. No. 397,675. Patented Feb. 12, 1889.

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GAR COUPLING. No. 397,675. Patented Feb. 12, 1889.

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No. 397,675. Patented Feb. 12,1889.

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GAR COUPLING. No. 397,675. Patented Feb. 12, 1889.

.5" J0 f7 wi*--% -r i wi l wm 51 1/11 o/M/boz wmm ggw$ w Wnihinginn, n cy nirnn YS rarns OSBERU \VELLS, OF NEWBERRY, SOUTH CAROLINA.

CAR-COUPLING.

SPECIFICATION forming part of Letters Patent No. 397,675, dated February 12, 1889.

Application filed May 8, 1888. $erial No. 273,191. (No model.)

To all whom it may concern:

Be it known that I, OSBERN \VELLS, a citizen of the United States, residing at Newberry, in the county of Newberry and State of South Carolina, have invented certain new and useful Improvements in Car-Couplings; and I do hereby declare the following to be a full, clear, and exact description of the invention, such as will enable others skilled in the art to which it appertains to make an d use the same.

This invention relates to an improvement in car-couplings; and it consists in the construction, arrangement, and combination of parts, substantially as will be hereinafter described and claimed.

In the annexed drawings, illustrating my invention, Figure 1 is a vertical longitudinal section of my improved car-coupling, shown in connection with a portion of the forward end of a car to which. it is applied. Fig. 2 is a front elevation of a portion of the front end of a car provided with my improved coupling. Fig. 3 is a sectional view showing a modification in the arrangement of the parts of the coupling. Fig. 4. is a detail perspective view of the pin-supporting block. Il. "ig. 5 is a similar view of a modified form of the block. Fig. 6 is a vertical sectional view showing a still further modification in the arrangement of the parts of the coupling. Fig. 7 is a horizontal sectional view of the same. Fig. 8 is aside elevation, in outline, of a train of cars provided with my improved devices for uncoupling either one or all the cars simultaneously. Fig. 9 is an enlarged detail outline side elevation of a portion of the same. Fig. 10 is a longitudinal sectional view of my improved carcoupling, showing a modification in the arrangement of the means for elevating and depressing the coupling-pin, and also showing a modification in the structure of the coupling-link. Fig. 11 is an end View of the same. Fig=12 is a bottom plan view. Fig. 13 is a detail plan view of the improved form of coupling-link;

Similar letters of reference designate corresponding parts throughout all the figures;

A represents the ordinary draw-head, having therein a vertical pinhole, a, near the forward end, containing the pin K, and having also a horizontal slot, A, extending longitudinally through said draw-head. The slot in the draw-head maybe of many different sizes and shapes, as will appear from an inspection of the different figures of the drawings. \Vithin the slot in the draw-head is located a sliding pin-supporting block, 13, (see Fig. 1,) arranged and adapted to be reciprocated back and forth across the pin-hole c1, and thus act to uphold the pin or allow it to drop in the manner to be presently set forth. This block may vary in structure. The preferable form is shown at 13 in Figs. .1 and 4C. Thereit consists of a rectangular skeleton form having solid ends, and with a central longitudinal rod, 0, fixed in said ends, around which is coiled a spring, 0. A transverse bar, D, is placed movable on the rod and in the block, said rod passing through a hole in the barD. The spring 0 is tensioned between barD and the solid front end of the block. The block B is fitted in the slot A of the draw-head, the transverse bar D being received into a transverse mortise cutin the drawhead for the purpose, and is held stationary therein. The front end of the block is shown in Fig. 1 as lying across the pin-hole. Fig. 4 clearly shows the construction of the block B and the arrangemcnt therewith of the transverse barD and the rod C.

is obvious that a force applied to the front end of the block B will slide it backward,

oompressin the spring 1:. Upon the removal of this force the resiliency of the spring will cause the block to rebound into its normal position. The force which retrudes the bin supporting block consists of the action of the link, as L, which strikes it when two cars collide for the purpose of coupling. The coupling-pin will drop by the action of gravity through the pinhole. when its support is renotch, b, of sufficient size to contain the thickness of the link, thereby keeping the latter in place, and so located as to receive theimpact of the link when the cars come together.

IOO

In Figs. 3 and 5 are shown a somewhat modified arrangement of the pin-supporting block. The skeleton shown in Fig. 4 is dispensed with, and the slot A is smaller in diameter than the slot A. A red, C, is lo cated in the slot A and carries at its outer end a block, B, which plays across the pinhole, and in the recessed end of the pin-head, which recess has a rear vertical. wall, (see Fig. 3,) which limits the back-thrust of block 3. The transverse bar I) is situated with respect to rod 0 similarly to what it was re specting red and the spring 0 is coiled about the rod between bar D and a shoulder on said rod. The operation of this simplified form of the device will obviously be the same as already described in connection with the form shown in Figs. 1 and l.

In Figs. 6 and 7 is shown still a different modification in the construction and arrangement of the pin-supporting block. In these figures the block is lettered B It is constructed substantially like the block B shown in Fig. 4. The transverse bar D, however, which is the equivalent of the transverse bar D in Fig. 4:, is stationed in a f "ame consisting of the side pieces, N N, located within the slot of the draw-head. The pieces N N are sta tionary, being secured in place by suitable means, and between them and in the rear of them is placed one or more blocks of hard rubber, as will be perceived from inspection of Figs. 6 and 7.

From the foregoing description of the construction it will be apparent that a portion of the block 13 slides between the side pieces, N N, and when at its extreme innermost position strikes against the rubber block. This arrangement of the rubber will be found to be a great advantage, as affording a yielding bed against which the inner end of the pinsupporting block may come in contact. By the use of this rubber the slack of any two cars can be taken up by the constant pressure of the connecting-ring against the pin, and at the same time stand the weight of any train without injury to the spring 0, which surrounds the rod. One of the chief advantages of my improved car-coupling resides in the fact that it can be easily applied to the draw-heads now in use.

Referring more particularly to that form of the pin-supporting block shown in Figs. 1 and 4, it may be said that all that is necessary in order to provide the draw-head with my coupling mechanism is to shape the blockB so that it may enter the usual slot, A, and then provide a transverse mortise in the draw-head to hold the bar D. The rod (1 may now be displaced Within the block sufficiently to permit the withdrawal of bar D, after which the block will be placed in the slot A, bar D slipped through its mortise and through the block B, and then the red 0 replaced in the usual position, thus quickly and neatly compacting the whole arrangement, and presenting a cheap and serviceable coupling. Another advantage consists in this, that when anew spring, 0, is required the block B can be removed from the head and the rod C drawn out of position far enough to remove bar D and the old spring; then the new spring can be properly positioned and the several parts arranged in place as before. Similarly, as will be easily observed, the construction of the pin-supporting block shown in Fig. 5 can be quickly arranged in place, and also that form shown in Figs. 6 and 7.

Upon the draw-head is mounted a standard,

E, preferably attached thereto by a screwtenon, as shown in Figs. 1 and 6. Other modesv of attaching it may, however, be adopted, if desired. In one form of the standard it is provided with vertical slots E' E". This form of standard is shown in Figs. 1 and 2. In the upper slot, as E, are journaled a couple of pulleys, e and 6', while the lower slot, E receives, if so desired, a horizontal projection, (I, with which the coupling-pin is provided, and said slot. E serves as a guide for the projection (1 during the upward movement of the pin in uncoupling.

Between the pulleys or rollers e and e passes a rope or cord, F, that is attached to the top of the pin in some suitable manner, and which extends by convenient coiniections,arranged in suitable guides, to side ropes, G G, on the ends near each side of the car, as shown in Fig. 2, so that the operation of uncoupling may be performed without going bet-ween the cars by simply pulling one or the other of these side cords. The pulling on the rope elevates the pin, so that the pin'supporting block may pass beneath it and prevent its descent until in the next act of coupling the link 011 an adjacent car strikes the support and removes it, allowing the pin to fall.

Instead of the standard being constructed as I have just described, the standard E (shown in Fig. 6) may be made use of. Here we still have the small pulleys e and 6; but instead of having a slot to receive the proj ection 011 the pin the standard is surrounded by a collar rigidly connected to the pin near its upper end. The rope F is attached to the pin by being tied into an eye in the upper end thereof.

In Figs. 8 and 9 is shown an arrangement for uncoupling the cars through the removal of the pin from the link. This attachment consists of rods, cords, or cables 0 0, located in guides on the tops of the cars and running lengthwise of the same. The rods on the different cars are attached together by short connections O, which may be detached as occasion necessitates. The rods 0 connect with the coupling-pins by ropes or other connections P P, as is clearly shown in Fig. 9. The continuous cable on the top of the car, made up, as I have before stated, of the rods 0 O.

desires, can uncouple only the rear car. In

order to arrange the parts so that only the rear car will be uncoupled, all the ropes will be disengaged from. the coupling-pins excepting the one which is attached to the coupling-pin on the last car. Furthermore, if so desired, the continuous cable on the top of the car can be used by the conductor of the train for a bellcord. 1 1

In Figs. 10, 11, and 12 I have represented a modification in the means whereby the coupling-pin is depressed and elevated at the proper time. In said it gures, K, as before, denotes the coupling-pin arranged in the pinhole so as to have avertical movement. Said pin is attached at its upper end to a rectangular frame, 02, which surrounds the drawhead. Between the cross-piece at the bottom of this frame and the other side of the draw-head is arranged a spring, 0, the tendency of whichis to force the rectangular frame downward, and in consequence force the coupling-pin downward and hold it in the depressed position. In Fig. 10 the spring is shown holding the coupling-pin in its lowermost position. In Fig. 11 the dotted lines represent t-he coupling-pin when elevated partially. In order to lift the coupling -pin when it is attached to the frame 02, as just specified, I arrange cords, wires, or other means, m, which pass from the outer sides of the car inward to near the center thereof, where they pass around rollers suitably arranged, said eords or wires on being attached to the lower cross-piece of the frame n. In 12 this arrangement is clearly shown. It will be observed, therefore, that a person standing on either side of the car can, by pulli ng upon the cord m, raise the frame n by overcoming the tension of the spring 0, and thus lift the coupling-pin so that it will be clear of the sliding block B \Yhen the sliding block B has been forced out by the action of the spring 0 until it lies across the pin-hole, it will obviously support the coupling-pin. However, when in the act of eoup ling the li uk strikes the block 13 and removes it from beneath the pin K, the action of the spring 0 will be to pull the pin K downward immediately and hold it in this depressed position.

In Fig. 13 I have shown an improvement in the form of th e coupling-link, as L. One end, 1, thereof is beveled at a suitable angle. It may be beveled either upon the lower or the upper edge, and the angle of the beveling maybe as desired. In Fig. 10 the link is shown in one position that it will occupyl when thus beveled, and the dotted lines show it in another position, occupying an angle i11- clined correspondingly in the opposite direction. Furthermore, if the link be reversed it will occupy the other position shown in dotted lines in Fig. 10, where it lies l'iorizontally.

The spring-actuated block B pressing upon the link and holding it firmly against the pin K, keeps it in the position which the bevel or inclination upon its end causes it to occupy. Thus by this construction of the couplinglink my improved carcoupling can be used with cars whose draw-heads are situated at different heights.

Having thus described my invention, what I claim as new, and desire to secure by Letters Patent, is

- 1. In a car-coupling, the combination, with the slotted (llEHWllGittLUf a pin-supporting device contained therein and consisting of a skeleton frame having solid ends, a central longitudinal rod located in said frame, a coiled spring around the rod within the frame, and a stationary transverse rod'tlxed in the drawhead and through the skeleton frame, and against which the spring bears, all. substantially as described.

2. In a car-coupling, the combination, with the slotted draw-head, of a pin-supporting device consisting of a rod adapted to slide in said head and carrying a block attached to its fm-ward end, so as to lie across the pinhole, a spring coiled about said rod, and a stationary transverse bar located in the head and against which the spring bears, substantially as described.

3. The herein-described couplii'ig-link inclined or beveled at one end and square at the other end, substantially as described.

The herein-described coupling-link L, beveled at one end, as at Z, substantially as and for the purpose described.

5. The combination, with the coupling-pin K, of the rectangular frame or, surrounding the draw-head, and having a spring, 0, tensioned between its lower cross-piece and the under surface of the draw-head, and the cords mm, whereby the pin K is lifted, substantially as described.

6. The herein-described coupling-link beveled at one end, substantially as described.

In testimony whereof I affix my signature in presence of two witnesses.

OSBERN ELLS.

'Witnesses:

JAMES F. GLENN, SILAS J OHNSTONE, 

